Control valve



- Oct. 17, 11939. cfJ. SCUDDER CONTROL VALVE Filed March 5, 1938 2Sheets-Sheet 1 INVENTOR (fiaries Jcaader wifiwmm mm ATTORNEYS Oct. 17,1939. J. SCUDDER CONTROL VALVE Filed March 5, 1938 2 Sheets-Sheet 2INVENTOR (hag/z: [Jada def @wzjlfl, HQMZW imef ATTORNEYS Patented Oct.17, 1939 UNITED STATES PATENT OFFIQE Application March 5,

2 Claims.

This invention relates to a structurally and functionally improvedcontrol valve and in its more specific aspects aims to provide anapparatus of this character particularly intended 5 for use incontrolling the sanding apparatus of a locomotive.

It is an object of the invention to furnish a unit of this type whichmay readily be operated by an engineman so that during unfavorableweather conditions sand or its equivalent may be properly distributedahead of the main driving wheels to provide the desired protection.

A further object is that of furnishing a mechanism of this typewhich-when unusual condi- 16 tions occurrnay be operated to supply sandto any desired number of additional driving wheels so that the properadhesion of the locomotive to the rails will be obtained.

A still further object is that of designing a control valve of the typeaforementioned and which, to a maximum extent, will prevent continuedand unnecessary application of sand in advance of the forward drivingwheels to eliminate slipping, and which, when the locomo- 25 tive istravelling at high speed, tends to result in bent side rods, loosetires, loose wheel fits and other damage. In this manner the fallibilityof human operation is guarded against insofar as this is practicable, itbeing noted, however, that as aiore brought outthe engineman will havewithin his control the distribution of as much sand or equivalent as mayin his judgment be necessary.

An additional object is that of furnishing a unit of this type whichwill embody a relatively simple design, capable of being manufactured atnominal cost and which may be operated by an ordinarily skilled personover long periods of time with freedom from all difiiculties.

With these and other objects in mind, reference is had to the attachedsheets of drawings, illustrating one practical embodiment of theinvention, and in which:

Fig. 1 is a fragmentary side elevation of a locomotive and shows thecontrol valve and sanding apparatus in association therewith;

Fig. 2 is a particularly sectional side elevation showing the interiorconstruction of the control, and

Fig. 3 is a transverse sectional view taken along the lines 3-3 and inthe direction of the arrows of Fig. 2.

In these views and for the sake of simplicity, a locomotive has beenillustrated with three pairs of driving wheels. Likewise, provision forsand- 1938, Serial No. 194,066

ing has been made to these three pairs of wheels. At this time it is tobe understood that this illustration has been resorted to for the sakeof simplicity and that the invention might, with facility, be adapted tolocomotives having a different number of driving wheels and that asanding provision might be made in juxtaposition to all of these wheels,or to as many as might be most desirable.

Thus referring primarily to Fig. 1, the numeral 5 indicates theengineers cab within which the control unitgenerally indicated at 6ispositioned. Extending to this unit is a pipe '5 con nected to a sourceof compressed air (not shown) and extending from the unit or pipes 8, 9and it which are coupled one to each of the sand traps ll. As aforebrought out, the locomotive illustrated has pairs of main, front, andrear driving wheels respectively indicated at I2, 13 and Ill, and sandpipes l5, l6, and H, extending in operative relationship with respect tothese wheels. These pipes connect to the traps indicated at i i, and itis obvious that when operative, sand will be distributed through thepipes 55, i6 and ii, so that the necessary adhesion and control may beprovided for.

Now, referring to Figs. 2 and 3 in which the control 6 has beenindicated in detail, it will be noted that the numeral i8 indicates acasing provided with a plurality of outlets i9 respectively coupled topipes 8, 9 and I0. This casing is also furnished with an inlet opening23 to be coupled to pipe 1 and may be furnished with a petcock 2! sothat the casing may be drained of any condensate.

Disposed within the casing are valves corresponding in number to thenumber of traps employed. These valves may be of any desiredconstruction, but preferably, as shown, are of the poppet type, andinclude bodies 22 which under the urging of springs 23 normally seatagainst casing portions These valves are guided by being provided withlower stems 25 riding within guide sockets 26 and upper stems 2? whichextend through packing assemblies 28 and beyond the main body of thecasing. Accordingly, stems 2? not alone serve as guides, but bydepressing any of them the corresponding valve 22 may be unseated.

A bracket or extension 29 may project beyond the casing i8 and presentin its upper edge a quadrant portion 36. Pivotally mounted as at 31 andpreferably in line with the stem of the central valve is a controlhandle 32 which may be recessed to accommodate a spring pressed latchpin 33 riding in engagement with the quadrant 30. This handle mounts acam 34 having projecting portions 35, 36 and 31 which operaterespectively the left, central and right hand valves as viewed in Figs.1 and 2. Having in mind that only three sand traps and valves areemployed, only three of these operative portions have been included inthe cam body, and with the same thought in mind the quadrant 3B isformed with only three notches. One of these indicated at 38 is occupiedby the latch pin 33 when the latter is in neutral position. Anotherindicated at 39 is occupied by the pin when the control handle is in apartially forward position. The rod, as indicated at 40, receives thelatch pin when handle 32 is moved to a reverse or left hand position asviewed in Fig. 2. It will also be observed that the quadrant may mountstop members 4| which will limit movements of the control handle to aproper zone.

In operation it will, of course, be assumed that a source of compressedair supply causes pressure to exist within pipe 1 and hence below thevalve bodies 22, and that sand is provided. Now, with the handle 32 inthe positions shown in Figs. 2 and 3, all three valves will be closedand no sand or its equivalent will be delivered to points adjacent thedriving wheels. However, should an engineman, for the purpose ofproviding for proper adhesion and control of the locomotive, desire tosupply sand to the main driving wheels, he may do so by simply shiftingthe control of handle 32 to the partially forward position indicated inthe first dot-and-dash lines to the right of the center in Fig. 2. Thiswill result in cam portion 36 depressing the upper stem of the centralvalve. Thereupon air will be free toflow from pipe l through pipe [I],thus causing sand to be delivered in advance of the main driving wheelsof the locomotive. In such a position the latch pin 33 will occupy thenotch 39 and consequently the engineman may devote his attention toother matters and the sanding operation will continue. However, shouldunusual conditions be encountered requiring additional sand to bedelivered, for example, in advance of the front driving wheels, theengineman, by advancing the control handle 32 fully tothe extremeposition indicated in dot-and-dash lines in the right hand side of Fig.2, will cause the central valve to be maintained in open position, andwill additionally cause the operating portion 31 to contact the stem ofthe right valve as viewed in Fig. 2. Consequently, in addition to airflowing through pipe l9, air will be caused to flow through the trapconnected to pipes 9 and Hi. As a consequence sand will be delivered inadvance of the front wheels.

However, it will be necessary for the engineman to maintain his hand onthe control handle 32 in order to continue such a condition. This isbecause no notch is provided to receive the latch pin under theseconditions and the spring associated with the right hand valve willconstantly tend to throw the control handle to a position at which thepin again bears against the inner edge of notch 39, under whichcircumstances sand would be delivered only to the main drive wheels.

.11: is apparent that the control of any desired number of valves, asafore brought out, might follow the same principle. In any event,however, it is apparent that by the construction proposed, sand is notapplied to the front wheels.

until the main drive Wheels. are sanded. Consequently the likelihood ofdamage to the wheels, running gear, etc., is avoided. 1

It is of course obvious that with the control handle 32 moved to itsrear or left hand position as viewed in Fig. 2, air is supplied to therear pair of driving wheels, or if the locomotive is backing-up the sandso distributed will be applied in advance of the main driving wheels.Again, in this position, the inner edge of notch 40 will serve tomaintain the control so that the engineman may devote his attention toother matters.

Thus, among others, the several objects of the invention as afore notedare achieved. Obviously, numerous changes in construction andrearrangement of the parts might be resorted to without departing fromthe spirit of the invention as defined by the claims.

Having described my invention, what I claim as new and desire to secureby Letters Patent is:

1. A control valve to be employed in connection with a locomotive fordistributing sand in advance of the driving wheels of the same, saidvalve including a quadrant, a handle pivotally secured to said quadrant,a body portion forming a part of said handle and to move adjacent theedge of said quadrant, a spring-pressed element forming a part of saidbody and urged toward said edge, said edge presenting notches to receivesaid element and retain said body and handle in predetermined positions,cam portions forming a part of said body, a pair of valves and a thirdvalve, stems forming a part of said valves and contractible with saidcam portions, said cam portions being formed to contact the second stemof said pair and the third successively, springs associated with saidvalves whereby said stems in cooperation with said cam portions willnormally tend to move said body to a position such that all of saidvalves are closed, said element in cooperation with said notchesmaintaining said handle in a position where either of said pair ofvalves may remain open, said handle being manually shiftable andmaintainable in a position such that said cam portions will first open.the second of said pair of valves and then the third and retain thesecond of said pair of valves and the third valve in open positions, allof said valves being connectible to sanding apparatus, said pair ofvalves being adapted to control the flow of abrasive to the main andrear driving wheels of the locomotive, and said third valve beingadapted to control such flow to the front driving wheels of thelocomotive.

2. A control valve to be employed in connection with a locomotive fordistributing sand in advance of the driving wheels of the same, saidvalve including a quadrant, a handle pivotally secured to said quadrant,a body portion forming a part of said handle and to move adjacent theedge of said quadrant, a spring-pressed element forming a part of saidbody and urged toward said edge, said edge presenting notches to receivesaid element and retain said body and handle in predetermined positions,cam portions forming a part of said body, a pair of valves and a thirdvalve, stems forming a part of said valves and contactible with said camportions, said cam portions being formed to contact the second stem ofsaid pair and third successively, springs associated with said valveswhereby said stems in cooperation with said cam portions will normallytend to move said body to a position such that all of said valves areclosed, said element in cooperation with said 75' notches maintainingsaid handle in a position where either of said pair of valves may remainopen, said handle being manually shiftable and maintainable in aposition such that said cam portions will first open the second of saidpair of valves and then the third and retain the second of said pair ofvalves and the third valve in open positions, all of said valves beingconnectible to sanding apparatus, said pair of valves being adapted tocontrol the flow of abrasive to the main and rear driving wheels of thelocomotive, and said third valve being adapted to control such flow tothe front driving wheels of the locomotive, a casing enclosing said pairand third valve and formed with outlets individual to said valves, andan inlet common to all of said valves.

CHARLES J. SCUDDER.

